Audi Vorsprung durch Technik Self Study Programme 606

606
For internal use only

Audi 1.8l and 2.0l TFSI engines

of the EA888 model family
(third generation)

All rights reserved.

Technical specifications
are subject to change.

Copyright
AUDI AG
I/VK-35
service.training@audi.de

AUDI AG
D-85045 Ingolstadt
Technical status 11/12

Printed in Germany Audi

A12.5S00.90.20
Service Training
The launch of the 1.8l TFSI engine marks the third generation of
the successul EA888 four-cylinder engine family from Audi.
The motives for this development are the increasingly stringent
exhaust emissions standards (EU 6) and, of course, the demands
for better fuel economy and lower CO2 emissions. To achieve these
goals, the engine has been completely revised.
In addition to downsizing, downspeeding* is playing an increas-
ingly important role.
The "global engine" is built at Audi's Hungarian engine plant in
Györ and in Silao (Mexico) as well as in the People's Republic of
China. Here, the EA888 engine family is produced in Shanghai and
Dalian, and will in future also be manufactured in Changchun.
Like its predecessor, the engine is available in 1.8-litre and 2.0-litre
variants. It is used for a variety of vehicle platforms and Group
brands, and is available in a wide range of power ratings.
1.8l TFSI engine
The following innovative, new technologies are featured:
• Exhaust manifold integrated into the cylinder head
• Dual injection system with direct and port injection
• New, compact turbocharger module with cast steel turbine
housing, electrical wastegate actuator and oxygen sensor
upstream of the turbine
• Innovative Thermal Management system with fully electronic
coolant temperature control
2
The engineers in Ingolstadt placed special emphasis on the follow-
ing priorities during the development cycle:
• A high proportion of identical parts for all engine versions
• Reducing engine weight
• Minimising intra-engine friction
• Increasing power output and torque in conjunction with good
fuel economy
• Improving comfort
Another requirement is that the engines be suitable for use in all
markets, including those where low grade fuel is prevalent.
The "global engine" also has a key role to play against the back-
ground of increasing hybridisation.
For a detailed technical description of the version 0 engine, refer
to Self Study Programme 384 "Audi chain-driven 1.8l 4V TFSI
engine". To find out more about the modifications incorporated
into versions 1 and 2, refer to Self Study Programme 436 "Modifi-
cations to the chain-driven 4-cylinder TFSI engine".
eMedia
This SSP contains QR codes which you can
use to access interactive media. Refer to
"Information on QR codes" on page 63.
606_001
Learning objectives of this Self Study Programme:
This Self Study Programme introduces you to the technology in the
4-cylinder TFSI engines of the EA888 engine family (third genera-
tion). It mainly describes the technology of the 1.8l TFSI engine.
When you have worked your way through this Self Study Pro-
gramme, you will be able to answer the following questions:
• What are the key technical modifications behind the develop-
ment of the EA888 engine family?
• How do the innovative, new technologies work?
• What changes does the 1.8l TFSI engine bring for customer
service?
 Contents

Introduction
Development goals __________________________________________________________________________________________________________________________________________ 4
Brief technical description __________________________________________________________________________________________________________________________________ 5
Technical features ____________________________________________________________________________________________________________________________________________ 6

Engine mechanicals
Overview ______________________________________________________________________________________________________________________________________________________ 8
Engine block __________________________________________________________________________________________________________________________________________________ 8
Oil pan _________________________________________________________________________________________________________________________________________________________ 9
Crank train (1.8l TFSI engine) ______________________________________________________________________________________________________________________________ 10
Chain drive ___________________________________________________________________________________________________________________________________________________ 12
Balancer shafts ______________________________________________________________________________________________________________________________________________ 13
Auxiliaries mounting bracket ______________________________________________________________________________________________________________________________ 14
Cylinder head ________________________________________________________________________________________________________________________________________________ 15
Integral exhaust manifold _________________________________________________________________________________________________________________________________ 18
Positive crankcase ventilation _ ____________________________________________________________________________________________________________________________ 20

Oil supply
System overview ____________________________________________________________________________________________________________________________________________ 24
Oil supply ____________________________________________________________________________________________________________________________________________________ 26
Oil filler cap __________________________________________________________________________________________________________________________________________________ 28
Switchable piston cooling jets _____________________________________________________________________________________________________________________________ 28

Cooling system
System overview ____________________________________________________________________________________________________________________________________________ 30
Innovative Thermal Management (ITM) __________________________________________________________________________________________________________________ 32

Air supply and charging

System overview ____________________________________________________________________________________________________________________________________________ 40
Air routing system for transverse mounted engines ____________________________________________________________________________________________________ 41
Air routing system for longitudinal mounted engines __________________________________________________________________________________________________ 42
Intake manifold _____________________________________________________________________________________________________________________________________________ 43
Exhaust turbocharger _______________________________________________________________________________________________________________________________________ 44

Fuel system
System overview ____________________________________________________________________________________________________________________________________________ 48
Mixture formation / dual injection system _______________________________________________________________________________________________________________ 49
Operating modes ____________________________________________________________________________________________________________________________________________ 50

Engine management system

System overview – 1.8l TFSI engine CJEB (Audi A5 ’12) _________________________________________________________________________________________________ 52

Differences between engine versions

Differences between 1.8 l and 2.0 l engines, as well as longitudinal and transverse mounting ____________________________________________________ 54
Differences between components in longitudinal and transverse mounted engines ________________________________________________________________ 55
Differences between components in the engines with 1.8 l and 2.0 l displacement ________________________________________________________________ 56
Differences between the exhaust turbochargers ________________________________________________________________________________________________________ 58
Differences between combustion methods _ _____________________________________________________________________________________________________________ 59

Annex
Service ________________________________________________________________________________________________________________________________________________________ 60
Glossary ______________________________________________________________________________________________________________________________________________________ 62
Self Study Programmes ____________________________________________________________________________________________________________________________________ 63
Information on QR codes ___________________________________________________________________________________________________________________________________ 63

The Self Study Programme teaches a basic knowledge of the design and functions of new models, new auto-
motive components or new technologies. Note
It is not a Repair Manual! Figures are given for explanatory purposes only and refer to the data valid at the
time of preparation of the SSP.
For further information about maintenance and repair work, always refer to the current technical literature.
In the glossary at the end of this Self Study Programme you will find an explanation of all terms which are in Reference
italics or indicated by an asterisk.

3
Introduction

Development goals
Top of the agenda for the development of the third generation of The focus of development work on the base engine was on cutting
the EA888 engine family was meeting the EU 6 exhaust emission engine weight while at the same time reducing friction.
limits and compatibility of the engine with the various modular
platforms.

Adaptation to modular kit

To be able to use the third generation of the EA888 engine family Engine mounts and a dipstick are used if the engine is transverse
as a "global engine" in the modular longitudinal kit (MLB) and the mounted. If the engine is longitudinal mounted, use is made of
modular transverse kit (MQB), it was necessary to revise its dimen- engine supports and a sealing cap in place of a dipstick.
sions, mounting and connecting points.

CO2 reduction

To meet both the EU 6 emission limits while reducing CO2 emis-
sion, the following improvements and modifications have been
made.

Downsizing/downspeeding Cylinder head

• Intake and exhaust camshaft adjusters • Cylinder head with Integrated Exhaust Manifold (IEM)
• Audi valvelift system (AVS) • Weight-reduced exhaust turbocharger housing
• Electrical wastegate actuator
Friction and weight reduction
• Balancer shafts, in part roller bearing mounted Injection
• Smaller main bearing diameter • FSI and MPI injectors
• Lower oil level
• Reduced tensioning force in auxiliary drive Thermal management
• Rotary slide valve control

Reducing friction

The chain tensioners have been optimised for the reduced oil
pressure. In addition to this, the tensioning force of the chains has
been reduced, in turn reducing friction.
Furthermore, the crankshafts are made with smaller main bearing
diameters which produce less friction.
The belt drive configuration is identical for longitudinal and trans-
verse mounted engines. However, the alternators and A/C com-
pressors are model-dependent.

Reference
For more detailed information on the design, function and versions of the 1.8l TFSI engine, refer to Self Study Programme
384 "Audi chain-driven 1.8l 4V TFSI engine" and Self Study Programme 436 "Modifications to chain-driven 4-cylinder TFSI
engine".

4
Brief technical description
Engine type

• Four-cylinder in-line petrol engine with direct injection

• Exhaust turbocharging with charge air cooling
• Chain drive
• Balancer shafts

Valve control

• Four valves per cylinder, twin double overhead camshafts

(DOHC)
• Continuous intake and exhaust camshaft adjustment
• Audi valvelift system (AVS)
• Simos 12 engine management system (Continental)
• Start-stop system and brake energy recuperation

Mixture formation

• Fully electronic engine management system with EPC

• Combined direct and port injection systems
• Adaptive lambda control
606_057
• Mapped ignition with static high voltage distribution
• Cylinder-selective adaptive knock control

eMedia

Animation showing the overall engine.

1.8l TFSI engine

Torque-power curve

Engine with engine code CJEB

  Power output in kW

  Torque in Nm

Engine speed [rpm]

606_008

5
Technical features

1.8l TFSI engine

Engine code CJEB CJSA CJSB

Installation position longitudinal transverse transverse

Displacement in cm3 1798 1798 1798

Power output in kW at rpm 125 at 3800 – 6200 132 at 5100 – 6200 132 at 4500 – 6200

Torque in Nm at rpm 320 at 1400 – 3700 250 at 1250 – 5000 280 at 1350 – 4500

Bore in mm 82.5 82.5 82.5

Stroke in mm 84.1 84.1 84.1

Compression ratio 9.6 : 1 9.6 : 1 9.6 : 1

Crankshaft

Main crankshaft bearing diameter in mm 48 48 48

Engine management system

Fuel type in RON 951), 2) 951), 2) 952)

Maximum injection pressure in bar

CO2 emission in g/km

Emissions standard EU 5 EU 5 plus EU 5 plus

Ignition sequence 1–3–4–2 1–3–4–2 1–3–4–2

Knock control yes yes yes

Charging yes yes yes

Exhaust gas recirculation internal internal internal

(camshaft adjustment) (camshaft adjustment) (camshaft adjustment)
Intake manifold flaps yes yes yes

Intake camshaft adjustment yes yes yes

Exhaust camshaft adjustment yes yes yes

High pressure injectors (FSI) yes yes yes

Injectors in the intake manifold (MP) yes yes yes

Secondary air system no no no

Audi valvelift system (AVS) in exhaust yes yes yes

Rotary slide valve yes yes yes

Regulated oil pump yes yes yes

Tumble yes yes yes

Drumble 4)
no no no

1)
Unleaded RON 91 petrol can also be used, but results in slight loss of power.
2)
E25 compatible (models dating from week 40/2012 onwards)
3)
Unleaded RON 95 petrol can also be used, but results in slight loss of power.
4)
Drumble see page 59

6
2.0l TFSI engine

Engine code CNCB CNCD CJXC

Installation position longitudinal longitudinal transverse

Displacement in cm3 1984 1984 1984

Power output in kW at rpm 132 at 4000 – 6000 165 at 4500 – 6250 221 at 5500 – 6200

Torque in Nm at rpm 320 at 1500 – 3800 350 at 1500 – 4500 380 at 1800 – 5500

Bore in mm 82.5 82.5 82.5

Stroke in mm 92.8 92.8 92.8

Compression ratio 9.6 : 1 9.6 : 1 9.3 : 1

Crankshaft

Main crankshaft bearing diameter in mm 52 52 52

Engine management system

Fuel type in RON 951), 2) 951), 2) 982), 3)

Maximum injection pressure in bar

CO2 emission in g/km

Emissions standard EU 5 EU 5 EU 6

Ignition sequence 1–3–4–2 1–3–4–2 1–3–4–2

Knock control yes yes yes

Charging yes yes yes

Exhaust gas recirculation internal internal internal

(camshaft adjustment) (camshaft adjustment) (camshaft adjustment)
Intake manifold flaps yes yes yes

Intake camshaft adjustment yes yes yes

Exhaust camshaft adjustment yes yes yes

High pressure injectors (FSI) yes yes yes

Injectors in the intake manifold (MP) yes yes yes

Secondary air system no no no

Audi valvelift system (AVS) in exhaust yes yes yes

Rotary slide valve yes yes yes

Regulated oil pump yes yes yes

Tumble no no no

Drumble 4)
yes yes yes

7
Engine mechanicals
Overview
In addition to significantly reducing the weight of the engine
block, a second cooling-side oil gallery has been developed for the
electrically switchable piston cooling jets. The cross-sections of the
coolant and oil return lines have been modified and the position of
the knock sensors has also been optimised.
Weight saving measures (1.8l TFSI engine)
The third generation of the EA888 engine family delivers a total
weight saving of approximately 7.8 kg.
To achieve these savings, the following components have been
optimised or are used for the first time:
• Thin-walled engine block and elimination of the separate
coarse oil separator
• Cylinder head and turbocharger
• Crankshaft (with smaller main bearing diameters and four
counterweights)
Engine block
The engine block has been radically revised. The main aim was to
save weight. For this purpose, wall thickness has been reduced
from approx. 3.5 mm to 3.0 mm. In addition, the coarse oil sepa-
rator function has been integrated into the engine block. The
engine block delivers a total weight saving of 2.4 kg compared to
the second generation variant. Internal friction has also been
reduced. Key modifications are a reduction in main bearing diam-
eter and enhanced balancer shaft bearings.
Sealing
Sealing is provided on the power output side by a sealing flange
which is coated a liquid sealant and attached to the engine block
by aluminium bolts.
8
The balancer shafts are in part roller bearing mounted to ensure
that they are robust enough for use in a start-stop system or hybrid
applications. They are therefore mounted in antifriction bearings in
one place and in roller bearings in two places. At the same time,
the friction, weight and inertia of the balancer shafts have been
reduced.
The oil return line on the "hot" side of the engine has been com-
pletely reconfigured.
• Die cast aluminium oil pan top section (including aluminium
bolts)
• Plastic oil pan bottom section
• Aluminium bolts
• Balancer shafts (in part roller bearing mounted)
Other modifications over the second generation engine are:
• Second pressurised cooling-side oil gallery for the electrically
switchable piston cooling jets
• Modified coolant and oil return line cross-sections
• Optimised, long coolant jacket
• Oil cooler supply via cylinder head coolant return line
• Optimised knock sensor positionings
• Improved balancer shaft bearings
The timing case cover is also coated with a liquid sealant.
Overview

Timing case cover Knock sensor 1 G61

Oil pressure switch, stage 3 F447

Sealing flange,
power output side

Engine speed sender G28

Cast iron cylinder block

Oil pan top section with baffle

plate

Oil pressure control valve N428

Regulated oil pump

Honeycomb insert

Seal

Oil level and tem-

perature sensor
G266

Oil pan bottom section

606_028

Oil pan
Oil pan top section

The oil pan top section is made from die cast aluminium. The oil
pump and the honeycomb insert for oil intake and oil return are
integrated into it. The oil pan top section also accommodates the
pressurised oil ducts and the two-stage oil pump control valve.
It is sealed off from the engine block with a liquid sealant and
attached by aluminium bolts.
To further enhance the acoustic characteristics of the engine
assembly, the main bearing covers are bolted onto the oil pan top
section.

Oil pan bottom section

The oil pan top section is made from plastic. This gives a weight The oil level and temperature sender G266 is integrated into the
saving of approx. 1.0 kg. oil pan top section.
The oil pan bottom section is sealed by a moulded rubber gasket The oil drain screw is also made from plastic (bayonet lock).
and attached by steel bolts.

9
Crank train (1.8l TFSI engine)
When work began on development of the crank train the focus was
on reducing friction and weight.

Piston

Snap ring

Gudgeon pin

Con-rod
(cracked)

Upper con-rod bearing

shell

Crankshaft

Lower con-rod bearing shell

606_030

eMedia
Con-rod bearing Animation showing the crank train and
cover
sprocket chain drive, including the drive
mechanism for the regulated oil pump
and coolant pump.

10
Piston Con-rods/gudgeon pins

Piston clearance has been increased in order to reduce friction The con-rods are designed as cracked con-rods. As is the case with
during the warm-up phase. A wear-resistant piston skirt coating is the main bearings, two-component lead-free bearings are used in
also used. the con-rod big end.
A significant modification is the elimination of the bronze bushing
Upper piston ring = taper face ring / on 2.0l engines in the con-rod small end.
Rectangular ring, asymmetrically The entire engine is therefore equipped with lead-free bearings.
barrelled For the first time in a passenger car engine, the con-rod is fitted
Middle piston ring = taper face ring without using a bearing bush in a special process patented by Audi.
Upper piston ring = oil control ring (two piece, The gudgeon pin is joined directly to the steel inside the con-rod
double bevelled spiral expander ring) and to the aluminium alloy inside the piston. A special surface
coating is applied to the gudgeon pin for this purpose.
This is known as a DLC* coating.

Crankshaft (1.8l TFSI engine)

Compared to the second generation engine, the main bearing

diameters of the crankshaft have been reduced from 52 mm to
48 mm, and the number of counterweights has been reduced from
eight to four. This has reduced the weight of the crankshaft by
1.6 kg. The main bearing shells are configured as two-layer lead
free bearings at the top and bottom. This ensures that the crank-
shaft is suitable for start-stop operation.

Cradle support

The main bearing covers are bolted into the oil pan top section. Engine block
This modification enhances the comfort attributes of the engine in
terms of acoustics and vibration. Cradle support

Oil pan top section 606_027

Bolting from below

Side bolting

11
Chain drive
The basic configuration of the chain drive has largely been adopted
from the second generation variant. However, it too has been
systematically improved. Due to the reduction in friction and lower
oil consumption, less power is needed to drive the chain mecha-
nism. The chain tensioners have accordingly been adapted for
lower oil pressures.
It might not be obvious at first glance, but there are a number of
changes which are relevant to customer service. They pertain,
firstly, to the chain assembly procedure and, secondly, also neces-
sitate the use of various new special tools. In addition, an adapta-
tion procedure has to be carried out using the diagnostic tester
after doing work on the chain drive. This entails measuring and
making allowance for component tolerances in the chain drive for
diagnostic reasons.

Camshaft adjuster Exhaust camshaft with High pressure fuel pump

Exhaust Audi valvelift system (AVS)

Camshaft adjuster
Intake

Chain drive

606_002

Regulated oil pump Balancer shaft, Coolant pump

in part roller bearing mounted

12
Balancer shafts
In addition to reducing mass, the balancer shafts have been modi-
fied so they partially run in roller bearings. This has resulted in a
marked reduction in friction, which is effective at low oil tempera-
tures in particular. This modification also increases the robustness
of the balance shafts in start-stop and hybrid operation.

Ring

Needle bearing

Needle cage

Sliding rail

Ring

Idler gear

Tooth chain

Sliding rail

606_029

Crankshaft sprocket

Tensioning rail

Screw-in tensioner

Note
In the event of damage, a repair set comprising both balancer shafts together with needle cages is available via ETKA.
The small needle bearings currently cannot be replaced using service resources.

13
Auxiliaries mounting bracket
Oil filter and oil cooler holders are integrated into the engine The oil filter cartridge is accessible from above and so easy to
auxiliaries mounting bracket. The auxiliaries mounting bracket service. To ensure that no oil is discharged when changing the
contains oil ducts and coolant ducts routed to the oil cooler. filter, a sealing element is opened when the filter is released,
The oil pressure switch, the electrical switching valve of the piston allowing the oil to flow back into the oil pan.
cooling jets and the poly-V belt tensioning device are also inte-
grated into it.

Design (shown using the transverse mounted 1.8l TFSI engine as an example)

Oil ducts

Oil supply line from lube oil Oil filter

cooler to oil filter and engine cartridge

Oil pressure switch

F22

Control valve for Oil pressure switch

To the mechanical valve piston cooling jets for reduced oil
of the piston cooling jets N522 pressure F378

Oil supply to the engine

Oil return duct to oil pan for:

−− venting the mechanical valve of the piston cooling jets
−− draining off raw oil when changing the oil filter

606_026
Oil supply from the oil pump

Automatic poly-V belt tensioning device

Oil supply to the piston cooling jets

Cooling jet switching Oil supply to the lube oil cooler

valve vent

Coolant ducts

The oil supply line for the oil cooler is also integrated into the
auxiliaries mounting bracket.

Engine oil cooler

From engine

To engine temperature control element N493

606_055

14
Cylinder head
The most eye-catching new component of the engine is the cylin-
der head, which has been completely revamped. For the first time
in turbocharged diesel injection engines, use is made of an exhaust
cooling system integrated into the cylinder head, as well as an
exhaust routing system.

Ignition coils 1 – 4 with power output stage Exhaust camshaft with
VVT actuators 1 – 8 N70, N127, N291, N292 Audi valvelift system
F366 – F373

Camshaft adjuster
Intake

Camshaft adjuster
Exhaust
Integrated cooling ducts Gas ducts to
exhaust turbocharger

606_006

Reference
To find out more about the variable valve timing system, refer to Self Study Programme 255
"The 2.0 l R4 and 3.0 l V6 engines".

15
Design

8
9

10

11

12

13

14

15

16

16
17

18

606_031

Key:

1 Hall sender 3 G300 10 Exhaust camshaft adjuster

2 Cylinder head cover
3 VVT actuators 1 – 8 F366 – F373
4 Intake camshaft
5 Intake camshaft adjuster
6 Roller-type cam follower
7 Support element
8 Intake valve
9 Exhaust camshaft
11 Exhaust valve
12 Hall sender G40
13 Port dividers
14 Coolant temperature sender G62
15 Cylinder head
16 Anti-freeze plug
17 Stud bolt of integral exhaust manifold
18 Cylinder head gasket

16
Sealing

Steel bolts are used to attach the cylinder head cover. The cylinder The engine block is sealed off from the cylinder head by a two-layer
head is sealed with a liquid sealant. metal cylinder head gasket.
Sealing is provided on the timing side by a plastic chain case cover,
into which the oil filler cap is now integrated.

Audi valvelift system (AVS)

The Audi valvelift system has been developed to optimise the

charge cycles in internal combustion engines. The system was
launched in the 2.8l V6 FSI engine of the Audi A6 ’05 in late 2006.
To improve the torque characteristic, the proven AVS Audi valvelift
system (two-stage valve lift switching) has been adopted from
the second generation 2.0l TFSI engine (predecessor engine)
(SSP 436).

Camshaft adjuster

Another key modification is the use of a camshaft adjuster on the
exhaust camshaft. This maximises the scope for charge cycle
management. The AVS system and the exhaust camshaft adjust-
ment make it possible to adapt to the various charge cycle require-
ments at full and partial throttle.
The result is rapid torque delivery. The high torque level of up to
320 Nm across a wide rpm range allows the gearbox transmission
ratios to be adapted differently (downspeeding). This makes for
better fuel economy.

Other modifications:

• Long spark plug threads • Repositioned high pressure pump

• New pencil ignition coils • Improved fine oil separator
• Weight-optimised camshafts • The turbine housing of the exhaust turbocharger is bolted
• Optimised roller cam followers (for reduced friction) directly onto the cylinder head
• Reduced spring forces in valve gear • Optimisation of the intake ports
• New oil filler cap integrated into the upper chain case • Improvement of the fuel injection components including sound
• Coolant thermostat G62 integrated into the cylinder head (ITM) insulation

Reference
To find out more about the functions of the Audi valvelift system, refer to Self Study Programme 411
"Audi 2.8l and 3.2l FSI engine with Audi valvelift system".

Note
There are also several changes relevant to assembly work on the cylinder head. For example, the cylinder head bolt must be
removed in order to take off the cylinder head. For a detailed description of the procedure, please refer to the relevant
workshop manual.

17
Integral exhaust manifold
A significant modification is the cooled exhaust manifold with
ignition sequence separation, which is now directly integrated into
the cylinder head.
Thanks to the use of the integral exhaust manifold, the exhaust
temperature upstream of the turbine is significantly lower than in
a conventional manifold. In addition to this, a highly heat-resistant
turbocharger is used.
As a result of this combination, there is no longer any need for
full-throttle mixture enrichment to conserve the turbine, particu-
larly at high engine speeds. This can considerably improve fuel
economy during normal vehicle operation and even when driving in
a sporty fashion. In addition, the integral exhaust manifold facili-
tates rapid coolant heating and, therefore, is an integral part of
the thermal management system.

Exhaust ducts

The exhaust ducts are designed in such a way that the exhaust The full energy of the exhaust gas flow is therefore available for
gases flowing from the exhaust cylinder do not interfere with the driving the exhaust turbocharger turbine. The exhaust ports of
purging process in another cylinder. cylinders 1 and 4 as well as cylinders and 3 converge at the transi-
tion to the exhaust turbocharger.

Integral exhaust manifold

Gas ducts to
exhaust turbo-
charger

Exhaust turbo-
charger

606_007

18
Cooling of the integral exhaust manifold

The integral exhaust manifold facilitates rapid heating of the The system goes into cooling mode even after a short warm-up
coolant and, therefore, is an integral part of the thermal manage- phase. This is necessary because otherwise the coolant in proximity
ment system. to the integral exhaust manifold would boil off very quickly. For
During the warm-up phase, heat is transferred to the coolant this reason, the coolant thermostat G62 is fitted at the hotest
within a very short period of time. This heat is directly utilised to point in the cylinder head.
heat the engine and occupant cell. Due to the reduced heat loss,
the downstream components - oxygen sensor, exhaust turbo-
charger and catalytic converter - are able to reach their optimal
operating temperature more quickly.

Intake side

Main water jacket

Upper coolant tract

Lower coolant tract

Exhaust port with flange connecting

to turbocharger

Exhaust side

606_032

eMedia

Animation showing the cylinder head and

the integral exhaust manifold.

19
Positive crankcase ventilation
The positive crankcase ventilation system has also been systemati-
cally improved. The engine block pressure to ambient air pressure
ratio is configured for a high pressure gradient. This has a signifi-
cant positive effect on lube oil consumption.
Furthermore, a strong emphasis has been placed on reducing the
number of components. On the exterior of the engine, for
example, there is now only one pipe for the discharge of cleaned
blow-by gases.
Overview
Oil return line shut-off valve
for the fine oil separator
(below the oil level in the oil pan)
20
The system comprises the following components:
• Coarse oil separator in engine block
• Fine oil separator module, bolted onto the cylinder head cover
• Hose for the discharge of cleaned blow-by gases
• Oil return line in the engine block with shutoff valve in the oil
pan honeycomb insert.
Entry of blow-by gases into the intake manifold module
(in naturally aspirated mode)
Entry of blow-by gases into the exhaust turbocharger
(in charging mode)
Fine oil separator module
Oil return duct from
the fine oil separator
606_043
Coarse oil separator Oil return duct from the fine oil separator
(below the oil level in the oil pan)
Coarse oil separation

The coarse oil separator function is an integral part of the engine The separated oil returns to the oil pan via the return duct in the
block. A portion of the oil is separated by changing the direction of engine block. The end of the duct is below the oil level.
flow in a labyrinth.

Fine oil separation

The coarsely cleaned blow-by gases flow from the engine block The cleaned blow-by gases are fed into the combustion chamber
into the fine oil separator module through a duct in the cylinder via the single-stage pressure control valve. The pressure control
head. Here, the gases are first of all cleaned in a cylone separator. valve is rated for a pressure difference of –100 mbar relative to the
The separated oil from the cyclone separator returns to the oil pan ambient air. The point at which the blow-by gases are admitted
through a separate duct in the engine block. The end of this duct is into the combustion chamber is dictated by the pressure ratio in
below the oil level. A shutoff valve prevents oil from being drawn in the air supply system.
from the oil pan in unfavourable pressure conditions. A sporty
driving style (high transverse acceleration) could potentially
expose the immersed oil return line because of the oil sloshing
around inside the oil pan. In this case, too, the shutoff valve keeps
the oil return line closed. The valve in question is a shutter valve.

Bypass valve Pressure control valve

opens at excessively high blow-by
flow rates (very high engine speed)
oil is also separated here by the
high flow rate
Activated charcoal filter
connection

606_045

Blow-by duct from the engine Cyclone separator Blow-by line to

block and cylinder head exhaust turbocharger
(charging mode)

21
Supply of cleaned blow-by gases to the combustion chamber

After the blow-by gases have been cleaned of fine oil droplets and
allowed to flow onwards by the pressure control valve, they are
admitted into the combustion chamber. Gas flow is controlled
automatically by self-actuating non-return valves integrated into
the fine oil separator module.
The non-return valves return to their initial position when the
engine is shut off. The non-return valve facing the exhaust turbo-
charger is open, while the non-return valve facing the intake
manifold is closed.

Faulty installation detection

Governments in several markets, such as North America, require Given that this contact is connected directly to the air intake side
that safeguards be provided to detect faulty installation of compo- of the cylinder head, the engine immediately begins to induce
nents relevant to exhaust emissions. unmetered air. This is detected by the lambda control system.
If the venting line on the crankcase breather module is not or
incorrectly installed, the faulty installation detection contact
opens.

Full throttle operation (charging mode)

Since a vacuum is now present throughout the charge air tract, The cleaned blow-by gases are induced by the compressor.
non-return valve 1 closes.
The difference between the pressure inside the crankcase and the
pressure on the intake side of the turbocharger causes non-return
valve 2 to open.

Bypass valve

Cyclone
separator

Non-return valve 2 Non-return valve 1

(open) (closed)

606_047

Blow-by line to exhaust turbocharger

(charging mode)

22
Idle and partial throttle operation (naturally aspirated mode)

In naturally aspirated mode non-return valve 1 is opened by the The cleaned blow-by gases are admitted directly into the combus-
vacuum present in the intake manifold and non-return valve 2 is tion chamber via the intake manifold.
closed.

Blow-by gas intake

Pressure control valve

Blow-by line to intake manifold

(naturally aspirated mode)

606_046

PCV valve Non-return valve 2 Non-return valve 1

(closed) (open)

Positive crankcase ventilation (PCV*)

The crankcase breather is installed in a module on the valve cover The crankcase is vented via the venting line connected upstream of
together with the fine oil separator and the pressure regulator. the turbine and a calibrated port in the crankcase breather valve.
The system is therefore designed in such a way that it is only
vented when the engine is running in naturally aspirated mode.

Activated charcoal filter

Calibrated bore for connection
positive crankcase
ventilation

PCV valve diaphragm

(removed)

Blow-by line to intake manifold

(naturally aspirated mode)
Cyclone separator

Blow-by gas intake

606_083

23
Oil supply Bearing bridge

A
System overview
Key:

A Camshaft bearing
B Support element
C Balancer shaft bearing 1
D Exhaust balancer shaft bearing 1
E Con-rod
F Main bearings 1 – 5

1 Exhaust camshaft timing adjust. valve 1 N318 3

2 Hydraulic vane cell adjuster (exhaust)
A
3 Non-return valve, integr. into bearing bridge 2 4
4 Mesh oil filter
5 Intake camshaft timing adjust. valve -1- N205
6 Hydraulic vane cell adjuster (intake)
7 Non-return valve, integrated into cyl. head
8 Fine oil separator 5
9 Vacuum pump
10 Flow restrictor
11 Lubrication of cam for high pressure fuel pump
12 Oil cooler
13 Non-return valve, integrated into oil filter 3
14 Oil filter
A
15 Oil drain valve 4
6
16 Oil pressure switch F22 (2.3 – 3.0 bar)
17 Oil pressure switch for reduced oil press. F378
(0.5 – 0.8 bar)
18 Piston cooling jet control valve N522
19 Mechanical switching valve
Auxiliaries mounting
20 Chain tensioner for balancer shafts
bracket 12 13 14
21 Chain tensioner for timing gear
22 Exhaust turbocharger
23 Coarse oil separator
24 Oil pressure switch, stage 3 F447
25 Lubrication of gear step 18
26 Oil level/oil temperature sensor G266 16 17
27 Cold start valve 15

28 Non-return valve, integrated into oil pump

29 Regulated oil pump 19
30 Oil pressure control valve N428

High pressure circuit

Low pressure circuit

Oil pan top

section

28

29
30
27
26
4
Oil pan bottom section

24
 8

Oil channels

A A A A A 9

4 10

B B B B B B B B 11

Vacuum pump

B B B B B B B B

A A A A

7
Cylinder head

20 21

22

D
C C C
E E E E

23
F F F F F

24
4 4

C C C

25

Engine block

606_018

25
Oil supply
The pressurised oil circuit has also been systematically optimised Altogether, these modifications have brought a noticeable reduc-
and developed. The focal points were as follows: tion in friction within the engine assembly. Fuel economy has been
• Optimisation of the pressure ducts in the oil system, thereby improved still further.
reducing pressure losses while simultaneously increasing
volume
• Reduction of pressure losses in the pressurised oil tracts
• Extension of the rpm range in the low pressure stage
• Oil pressure reduction in the low pressure stage
• Switchable piston cooling jets

Oil pressure switch, stage 3 Oil cooler Oil filter

F447

Oil pressure switch

for reduced oil
pressure F378

Oil pressure
switch F22

Control valve for

piston cooling
jets N522

Auxiliaries mounting bracket

Oil pressure control valve

N428

Regulated oil pump

606_003

Piston cooling jet

Raw oil Modifications to the oil pump:

• Modified pressure level
Clean oil • Higher efficiency
• Modifications to the hydraulic control system
Switchable piston cooling jets

26
Regulated oil pump

The basic functional principle of the oil pump derives from the
second generation engine pump.
The differences are as follows:

• The hydraulic control system within the pump has been

improved, thus enabling the pump to control oil flow with even
greater precision.
• The pump drive ratios have been modified (i = 0.96) so that the
pump now runs more slowly.

606_033

Cover

Cold start valve Displacement unit

Control piston Control spring Driven shaft

Retention valve

Drive shaft with

drive pump gear

Driven pump gear

(axially displaceable)

Compression spring of displacement unit

Pump casing

Intake manifold

Mesh oil filter

606_034

Reference
To find out more about the function and design of the regulated oil pump, refer to Self Study Programme 436
"Modifications to the chain-driven 4-cylinder TFSI engine".

27
Oil filler cap
The cover is fitted in the chain case. In addition to having an easy
opening and closing action, the cover seals the engine bay off from Top part of oil filler cap
the environment in a safe and oil-tight way. with bayonet lock
Unlike the old design, the seal and the bayonet lock are function-
ally separate. The sealing face of the elastomer rectangular seal is
smaller. Moreover, no relative movement occurs between the seal
and the chain case cover when fitting the cover onto the engine. Spring
This revised design minimises the actuation forces. The bayonet
lock captively secures the cover at 90° intervals.

Bottom part of oil filler cap

Rectangular seal

606_082

Switchable piston cooling jets

It is not necessary to clean the piston crowns in every operating
situation.
Fuel economy is further improved by selectively shutting off the
piston cooling jets. A further reason for eliminating the spring-
loaded piston cooling jets is the lower overall oil pressure level.
The switchable piston cooling jets system comprises the following
components:
• Additional pressurised oil duct in cylinder block
• New piston cooling jets without spring valves; there are jets
with two different internal diameters (the jets of the 1.8l TFSI
engines have smaller diameters).
• Oil pressure switch, stage 3 F447 (closes at 0.3 – 0.6 bar)
• Piston cooling jet control valve N522
• Mechanical switching valve

Map for piston cooling jets

The piston cooling jets are activated only when required. This The key calculation factors are:
calculation is made on the basis of a special engine map stored in
the engine control unit. • Engine load
The piston cooling jets can be activated both in the low and high • Engine speed
pressure stages. • Calculated oil temperature
Torque [Nm]

Engine speed [rpm] 606_019

Piston cooling switched off (oil temperature <50 °C) Piston cooling switched off (oil temperature >50 °C)

28
Piston cooling jets deactivated Oil pressure switch for reduced oil pressure
F378

The control valve for the piston cooling jets N522 is energised by Oil filter
the engine control unit. The control valve for the piston cooling mandrel
jets N522 is powered via terminal 87. The connection to ground is
made by the engine control unit, which thereby makes the electri- Oil gallery to the piston
cooling jets switched off
cal circuit.
This causes N522 to open the control channel for the mechanical
switching valve. Pressurised oil now acts directly upon the control
piston of the mechanical switching valve from both sides. The
spring displaces the mechanical switching valve and thus closes
the duct to the oil gallery of the piston cooling jets.

606_004
Control channel

Control valve for piston cooling Mechanical switching valve,

jets N522, energised shuts off the duct to the oil gallery
of the piston cooling jets

Piston cooling jets activated

The piston cooling jets are activated by de-energising N522. This

closes the control channel to the mechanical switching valve. Given Oil gallery to the piston
that the switching valve is now on a side which is subjected to oil cooling jets switched on
pressure, it moves and thereby opens the duct to the oil gallery of
the piston cooling jets. The spring in the switching valve is pre-
tensioned. The spring force in the switching valve holds the oil
gallery to the piston cooling jets shut at oil pressures of 0.9 bar or
higher. To enable the switching valve to immediately return to its
initial position after the control valve for the piston cooling jets
N522 is shut off, it is important that the oil from the control piston
drain off quickly. For this purpose, there is a separate duct which
allows the oil to drain pressurelessly into the engine oil pan. This is
the same duct as that into which the oil drains when replacing the
oil filter.

606_005

Control valve for piston cooling Switching valve venting line

jets N522, de-energised

Mechanical switching valve,

opens the port to the oil gallery
of the piston cooling jets

Function monitoring

When the piston cooling jets are switched on, the contact in the oil
pressure switch, stage 3 F447 closes. The switch is located at the
end of the oil gallery for the piston cooling jets (see page 26,
Fig. 606_003).
The following faults can be detected by the oil pressure switch:
• No oil pressure is present at the piston cooling jets despite
being requested
• Faulty oil pressure switch
• Oil pressure is present despite deactivation of piston cooling
jets
The following electrical faults can be detected in the control valve
for the piston cooling jets:
• Open circuit; piston cooling jets are always on
• Short circuit to ground; piston cooling is off
• Short circuit to +; piston cooling is always on
Faults resulting in loss of piston cooling lead to the following limp
home reactions:
• Torque and engine speed are limited by the engine control unit
• The regulated oil pump has no low oil pressure stage
• A message indicating that the engine speed is limited to
4000 rpm is displayed in the instrument cluster, a single beep
signal sounds and the EPC lamp comes on.

29
Cooling system

System overview
The cooling system is adapted to match the vehicle specification A distinction is made between longitudinal and transverse mount-
and engine type. ing, gearbox version, and whether or not the vehicle is equipped
with an auxiliary heater.

Coolant circulation

The 1.8l TFSI is given here as an example. It is in the longitudinal Numbers from the key on page 31 have been added to the labels in
mounted version with manual gearbox and without auxiliary the diagram.
heater.

Connections from and to Rotary slide valve 2 Rotary slide valve 1 Coolant expansion
heater heat exchanger 8 8 tank
1 6

Coolant circulation pump V50

4

Gearbox heating connec-

tion

Ducts of the integral

exhaust manifold

Exhaust turbo-
charger
9

606_009

Engine oil cooler Radiator

11 15

Note
For vehicle-specific terminal diagrams, refer to the applicable workshop manual.

30
1.8l TFSI longitudinal mounted engine with manual gearbox and without auxiliary heater

1 2

6
3 4

7
8

9 10 11

12 13

15
14

606_023

Cooled coolant

Heated coolant

ATF

Key:

1 Heater heat exchanger 9 Exhaust turbocharger

2 Gear oil cooler 10 Integral exhaust manifold
3 Climatronic coolant shutoff value N422 activated 11 Engine oil cooler
4 Coolant circulation pump V50 12 Radiator fan V7
5 Gearbox coolant valve N488 13 Radiator fan 2 V177
6 Coolant expansion tank 14 Coolant temperature sensor at radiator outlet G83
7 Coolant temperature sender G62 15 Radiator
8 Coolant pump with engine temperature control
element N493 (rotary slide valves 1 and 2)

31
 Innovative Thermal Management (ITM)
The complete coolant circuit was revised during further develop-
ment of the engine. The main emphasis was on rapid engine
heating, reduction in fuel consumption by rapid and thermody-
namically optimised engine temperature regulation, as well as
heating of the vehicle interior when required.
The two key components of the innovative thermal management
system are the exhaust manifold integrated into the cylinder head
(see "Cylinder head") and the engine temperature control
element N493 described below. It is fitted as a module on the
cooling side of the engine, together with the coolant pump.

Coolant temperature at ambient temperature (20 °C)

Key:

85 °C
90 °C
95 °C
100 °C
Torque [Nm]

105 °C

606_040

Engine speed [rpm]

Rotary slide valve module and coolant pump

Supply line to radiator Coolant pump

Rotary slide valve 2

Toothed belt drive gear

Toothed belt for coolant pump

606_035
Cover Coolant pump drive gear

Return line from radiator

Rotary slide valve 1 Return line from heater, exhaust turbocharger and gearbox

32
Engine temperature control element N493 (rotary slide valve)

The engine temperature control element N493 is identical for
longitudinal and transverse mounted engines with displacements
of 1.8 l and 2.0 l. It regulates coolant flow by means of two
mechanically coupled rotary slide valves. The angular position of
the rotary slide valves is regulated according to various engine
maps stored in the engine control unit.
Various switching positions can be implemented by configuring
the rotary slide valves accordingly. This allows rapid heating of the
engine, which, in turn, results in lower friction and higher fuel
economy. In addition, variable engine temperatures between 85 °C
and 107 °C are possible.

1 2 3 4 5

6 7 10 11

606_036

Key:

1 Drive for engine temperature control element N493 with 6 Shaft for rotary slide valve 1
sender 7 Rotary slide valve housing
2 Connecting piece for radiator supply line 8 Expanding material thermostat (failsafe thermostat)
3 Connecting piece to lube oil cooler connection 9 Sealing package
4 Idler gear 10 Connecting piece for return line from radiator
5 Rotary slide valve 2 11 Rotary slide valve 1

33
Function of engine temperature control element N493
A DC electric motor drives the rotary slide valve. The motor is
activated by the engine control unit by means a PWM signal (12 V).
The activation frequency is 1000 Hz.
The activation signal is new. It is a digital signal with a similar
configuration to a CAN signal.
The motor is activated until the rotary slide valve is in the position
specified by the engine control unit. A positive activation signal
(measured value in diagnostic tester) causes the rotary slide valve
to rotate in the "open" direction.
The electric motor drives rotary slide valve 1 via a worm gear with a
high reduction ratio. It controls the coolant flow in the oil cooler,
cylinder head and main radiator (the gear oil cooler, exhaust
turbocharger and heater return line are unregulated).
The warmer the engine, the further the rotary slide valve rotates.
This causes various channels to open into variable cross-sections.
Engine outlet
Engine temperature control
element N493
Return line from Rotary slide valve 1
oil cooler
Worm gear
34
Rotary slide valve 2 is connected to rotary slide valve 1 via a lantern
gear. The gear is designed in such a way that rotary slide valve 2
engages and disengages in defined angular positions of rotary
slide valve 1. Rotary slide valve 2 (which opens the coolant flow
through the engine block) begins to rotate when rotary slide
valve 1 is in an angular position of approx. 145°. Rotary slide
valve 1 disengages again in an angular position of approx. 85°.
In this position, rotary slide valve 2 has completed its maximum
rotation and the engine block cooling circuit is fully open.
The movements of the rotary slide valve are limited by mechanical
stops.
To determine the exact position of the rotary slide valve and to
detect malfunctioning, a rotation angle sensor is mounted on the
rotary slide valve control board. This sensor supplies a digital
voltage signal (SENT*) to the engine control unit.
The position of rotary slide valve 1 can be read out in the measured
data using the diagnostic tester.
Engine inlet
Rotary slide valve 2
Supply line to radiator
606_010
Belt drive
Coolant pump
Return line from heater, exhaust turbocharger and gearbox
Return line from radiator
Activation strategy

The function of the complete coolant circuit during the engine

heating phase is described here. This description applies to engines
in the Audi A4 ’12.

Heating

To warm up the engine, rotary slide valve 1 is moved into the 160°
position. In this position, the lube oil cooler and main radiator
return line connections on rotary slide valve are closed.
Rotary slide valve 2 closes the connection to the engine block.
The Climatronic coolant shutoff value N422 and the gearbox
coolant valve N488 are initially closed. The coolant run-on pump
V51 is not activated, with the result that the engine block is unable
to circulate coolant. Depending on engine load and speed, coolant
circulation is stopped up to a maximum temperature of 90 °C.

606_062

Independent heating

If a heating request is issued, the Climatronic coolant shutoff value

N422 and the coolant run-on pump V51 are activated. As a result,
coolant flows through the cylinder head, the turbocharger and the
heater heat exchanger.

606_063

Mini volumetric flow

This function safeguards against overheating of the cylinder head

(integral exhaust manifold) and the turbocharger when coolant
circulation is stopped in the engine block. For this purpose, rotary
slide valve 1 is moved into a position of approx. 145°. From this
position onwards, the lantern gear engages rotary slide valve 2 and
starts to open it. A small portion of the coolant now flows through
the engine block into the cylinder head, through the turbocharger
and back to the coolant pump via the rotary slide valve module.
The second partial flow flows to the heater heat exchanger via the
coolant shutoff valve N82 if required. The coolant run-on pump
V51 is activated only when heating is requested. Engine friction is
further minimised during the warm-up phase due to the fact that
the coolant heats up very quickly.

606_064

35
Activation of lube oil cooler warm-up

The lube oil cooler is additionally activated during the heating

phase. The lube oil cooler connection begins to open when the
rotary slide valve 1 moves beyond an angular position of 120°.
Parallel to this, rotary slide valve 2 continues to open, thus increas-
ing coolant flow through the engine block. The lube oil is addition-
ally heated by the selective activation of the lube oil cooler.

606_065

Gear oil heating

Once the internal combustion engine has heated up sufficiently,

the gearbox coolant valve N488 opens to heat the gear oil with the
surplus heat.
The gear oil heating function is activated at a coolant temperature
of 80 °C without heating and 97 °C with heating.

606_066

Temperature control via main radiator

At low engine speeds and loads, the coolant is heated to a tem- For this purpose, rotary slide valve 1 is set to an angular position of
perature 107 °C so as to minimise engine friction. The coolant between 85° and 0°, depending on cooling requirements. The main
temperature is then reduced to 85 °C with increasing engine load radiator return line connection is fully open in the 0° position of
and speed. the rotary slide valve.

Partial throttle range Full throttle range

606_067 606_068

36
Run-on function after shutting off the engine

The run-on function is started according to the engine map in order

to prevent the coolant in the cylinder head and turbocharger from
boiling after shutting off the engine, and to avoid unnecessary
cooling-down of the engine. This function remains active for up to
15 minutes after shutting off the engine.
For this purpose, the rotary slide valve is moved into the "run-on
position" (160 – 255°). The coolant temperature is also controlled
during the run-on phase. If maximum run-on is requested (255°)
and the nominal coolant temperature is correspondingly low, the
main radiator return connection is opened, but the connection to
the engine block is closed by means of rotary slide valve 2. In
addition to this, coolant run-on pump V51 and coolant shutoff
valve N82 are activated.

The coolant flow is now divided into two partial flows. The first
partial flow passes through the cylinder head to V51 and the
606_077
second partial flow passes through the rotary slide valve via the
turbocharger, and then through the main radiator and back to the
coolant run-on pump V51.
Coolant does not flow through the cylinder crankcase in the run-on
position. This function significantly reduces the "on" time of the
run-on function without producing excessive heat loss.

Fault

If the rotation angle sensor fails, the rotary slide valve is fully
activated (maximum engine cooling). If the DC motor is faulty or
the rotary slide valve is sticking, an engine speed and torque
limiter is activated depending on the position of the rotary slide
valve.
If the temperature in the rotary slide valve exceeds 113 °C, an
expanding material thermostat in the rotary slide valve opens a
bypass to the main radiator so that coolant can flow through the
main radiator (see page 33, Fig. 606_036). As a result, it is possible
to continue driving in the event of a fault.

Other reactions:

• A message indicating that the engine speed is limited to

4000 rpm is displayed in the instrument cluster,
a single beep signal sounds and the EPC lamp comes on.
• The actual coolant temperature is displayed in the instru-
ment cluster
• The coolant shutoff valve N82 opens
• The coolant run-on pump V51 is activated in order to ensure
that the cylinder head is cooled.

eMedia

Animation showing the innovative

thermal management system and the
function of the rotary slide.

37
Function diagram of engine temperature control element N493

Connections on the engine temperature control element N493:

1 Sensor – (sender ground connection in engine wiring loom)

2 Sensor signal

3 Sensor + (5 V connection in engine wiring loom)

4 Actuator – 2 3 4 5

5 Actuator +

606_021

Gearbox coolant valve N488

The gearbox coolant valve N488 controls the flow of warm coolant
from the engine to the gear oil cooler. For example, it is fitted in
the Audi A5 ’12 with manual gearbox.
When required, the solenoid valve is activated through the applica-
tion of on-board voltage by the engine control unit.
It is held open by mechanical spring force when not activated and
closes when the engine is started. The coolant flow to the gearbox
opens at a coolant temperature of 80 °C and closes again at 90 °C.
This helps the manual gearbox to attain its optimal friction tem-
perature.

Electrical connection

Coolant flow to the engine

Solenoid coil

606_022

Piston Coolant flow

to the ATF cooler

38
Coolant circulation pump V50

This pump is used as a circulation pump for the heater heat

exchanger in vehicles with longitudinal mounted engines and is
activated by the Climatronic control unit J255 by means of a PWM
signal. It is diagnosable via the Climatronic control unit J255.

Function

When the coolant circulation pump V50 is running, the coolant is

drawn in from the engine by the air conditioner heat exchanger and
606_056
the coolant shutoff valve via the coolant hose and recirculated to
the engine via the coolant hose.
When the ignition is on, the coolant circulation pump V50 is
Coolant circulation pump
activated depending on the coolant temperature and the setting of
V50
the air conditioner operating and display unit.

The trim version of the vehicle is selected from the coding and
adaptation functions (e.g. auxiliary heater installed).

Climatronic coolant shutoff value N422

The coolant shutoff valve is fitted in longitudinal mounted engines The valve opens and closes coolant flow to the vehicle's heater
without an auxiliary heater. heat exchanger, see page 31, Fig. 606_023.

Function

and is identical to the gearbox coolant valve N488 (see page 38 ). The valve opens when the heating, run-on cooling and start-stop
It is open (allowing coolant to flow) when it is not being activated functions are activated. It is switched on/off by the Climatronic
and closes when activated. The valve is opened by mechanical control unit J255. The Climatronic coolant shutoff value N422
spring force and closes when the engine is started. integrated into J255 must be correctly adapted.

Coolant run-on pump V51

The pump is fitted in vehicles with transverse mounted engines.
It is identical to the coolant circulation pump V50 in vehicles with
longitudinal mounted engines and is activated by the engine
control unit by means of a PWM signal.
The coolant run-on pump V51 is activated by the engine control
unit at the request of the operating unit (heater control unit J65)
or the Climatronic control unit J255.
It also assists the engine coolant pump in order to increase coolant
flow through the heater heat exchanger at defined engine speeds,
thus providing higher heating output.
Moreover, the temperature in the exhaust turbocharger can be
reduced more quickly, thus extending the life of the lube oil.

Coolant shutoff valve N82

The coolant shutoff valve N82 is activated by the engine control Depending on the setting on the operating unit (heater control
unit and is fitted in the Audi A3 ’13 with auxiliary heater, among unit J65) or the Climatronic control unit J255, the coolant shutoff
other models. valve shuts off the coolant flow through the heater heat exchanger,
e.g. to heat up the engine.

Reference
To find out more about the coolant circulation pump V50/V51, refer to Self Study Programme 616
"Audi 1.2l and 1.4l TFSI engines of the EA211 series".

39
 Air supply and charging

System overview

A B D

V465 N249

G31
Exhaust gases
N316
J338
Intake air (vacuum)
G186
G
G187
G188 Charge air (charge pressure)
G336
Wastegate (charge pressure)

G42 with G71 606_025

Key:

A Exhaust flow G31 Charge pressure sensor

B Exhaust turbocharger G42 Intake air temperature sensor
C Air filter G71 Intake manifold pressure sensor
D Fresh air flow G186 Throttle valve drive (electronic power control)
E Wastegate valve G187 Throttle valve drive angle sender 1 with electronic power
F Charge air cooler control
G Intake manifold flaps G188 Throttle valve drive angle sender 2 with electronic power
control
G336 Intake manifold flap potentiometer
J338 Throttle valve control unit
N249 Turbocharger bypass valve
N316 Intake manifold flap valve
V465 Charge pressure actuator

Note
The charge pressure actuator V465 must be replaced after removing the lock nut from the linkage.
After replacement, the charge pressure actuator must be set using the diagnostic tester.

40
Air routing system for transverse mounted engines

Exhaust turbocharger Turbocharger bypass valve Charge pressure actuator Air filter
(B) N249 V465 (C)

606_037

Intake manifold Charge air cooler

(F)

Intake manifold flap valve N316

Intake manifold flap Air intake Intake air temperature sender G42 with
potentiometer G336 (D) intake manifold pressure sender G71

Throttle valve control unit J338

Charge pressure sensor G31

41
Air routing system for longitudinal mounted engines

Air filter Charge pressure actuator Exhaust turbocharger Intake manifold flap valve
V465 N316

Intake air temperature

sender G42 with
intake manifold pressure
sender G71

Throttle valve control unit

J338

Intake manifold

Air intake Intake manifold flap

potentiometer G336

Charge pressure sensor

G31

606_038

Charge air cooler

42
Intake manifold
Due to the higher charge pressures, the intake manifold system
integrated into the intake manifold has been completely revised.
The angled, single-piece stainless steel shaft maximises the
torsional rigidity of the pan-shaped flaps in the intake duct. The
positioning of the flaps is detected by the intake manifold flap
potentiometer G336 (non-contact rotation angle sensor).
When open, the pan-shaped flaps are tensioned in the basic
element in such a way as to minimise excitation by the air flow. The
shaft is actuated electro-pneumatically by the engine control unit
via the intake manifold flap valve N316 using a vacuum controlled
cell (on/off control).

Fuel metering valve N290 Intake air temperature G42

with intake manifold
High pressure pump pressure sensor G71

Vacuum cell for the

charge motion flaps MPI injectors

Intake manifold flap

potentiometer G336
606_041

FSI injectors

Intake manifold flaps

Throttle valve control unit J338

Intake manifold flap valve N316

FSI injectors

606_042

43
Exhaust turbocharger
An all-new mono-scroll* exhaust turbocharger is used as a charg-
ing system.
The use of a mono-scroll exhaust turbocharger improves full
throttle response, particularly at high engine speeds.
The twin-scroll ducting of exhaust gases at the cylinder head outlet
is continued in the exhaust turbocharger to shortly before the
turbine. Overall, this optimises ignition sequence separation
(4 - 2 - 1)
The exhaust turbocharger has the following features:
• Electrical wastegate actuator (charge pressure actuator V465
with charge pressure actuator position sender G581)
• Oxygen sensor upstream of turbine (oxygen sensor G39)
• Compact cast steel turbine housing with twin-scroll inlet
flanged directly onto the cylinder head
• Compressor housing with integrated pulsation silencer and
electrical diverter valve (turbocharger bypass valve N249)
• Temperature resistant (Inconel*) turbine wheel rated for tem-
peratures of up to 980 °C
• Bearing housing with standard connections for oil and coolant
• Milled compressor wheel for higher speed resistance and better
acoustics
• Turbine wheel configured as a Mixed Flow Turbine* made from
Inconel 713 °C

Charge pressure actuator From air filter

V465

Oxygen sensor G39

Turbocharger divert air valve

N249

Cylinder head

Integrated pulsation
silencer

606_013

Engine block Turbine housing Wastegate valve To charge air cooler

Integral exhaust manifold

Sensors for detecting air mass and air temperature:

• Charge pressure sender G31 (position 3) fitted in the air line • Intake air temperature sensor G42 with intake manifold pres-
between the charge air cooler and throttle flap. Its signal is sure sender G71, air mass is measured using the pressure and
utilised to control the charge pressure. temperature signals.

44
Charge pressure actuator V465

An electrical wastegate actuator is used in an Audi turbocharged
four-cylinder engine for the first time. This technology offers the
following advantages over the previously used vacuum cells:
• Faster and more precise response
• Can be actuated independently of the charge pressure
• Due to the higher closing force, the engine achieves its
maximum torque of 320 Nm at a low engine speed of
1500 rpm.
• The active opening of the wastegate at partial throttle allows
the basic charge pressure to be reduced. The provides fuel
savings of approx. 1.2 g CO2/km in the MVEG cycle.
• Active opening of the wastegate during the heating phase of
the catalytic converter increases the exhaust gas temperature
upstream of the catalytic converter by 10 °C, resulting in lower
cold start emissions.
• The high adjustment rate of the electrical wastegate actuator
allows the immediate build-up of charge pressure during
negative load cycles (acceleration), which has a particularly
positive overall effect on the acoustic characteristics of the
exhaust turbocharger (blow-off hiss and groan).

Actuating lever for the wastegate with clearance and

tolerance compensating elements on the push rod

Clearance compensating spring

Spring seat Engine control unit connection

Magnetic holder

Charge pressure actuator V465 Gear Charge pressure actuator

position sender G581

606_079

45
Components of the charge pressure actuator system

The complete actuator consists of the following components:

• Housing • Integral non-contact position sensor (charge pressure actuator

• DC motor (charge pressure actuator V465) position sender G581)
• Gear • Upper and lower mechanical internal stops in gear
• Clearance and tolerance compensation elements on push rod

Function diagram

Connections on charge pressure actuator V465:

1 Sensor + (5 V connection in engine wiring loom)

2 Actuator –

3 Ground

4 Not assigned 1 2 4 5 6

5 Sensor signal

6 Actuator +

606_020

Operating principle

The DC motor actuates the wastegate valve with the aid of the gear
unit and the push rod. Movement is limited at the lower mechani-
cal stop by the external stop of the seated wastegate valve, and at
the upper mechanical stop by the internal gear limiter on the
housing.
The activation frequency of the DC motor is controlled by the
engine control unit and lies within a 1000 Hz band.
The push rod is adjustable for length. This allows the wastegate
valve to be adjusted after replacing the actuator.

Charge pressure actuator position sensor G581

The position sender of the charge pressure actuator G581 is fitted

in the charge pressure actuator gear housing cover. A magnetic
holder with two permanent magnets is also integrated into the
housing cover. The magnetic holder is integrated into the housing
cover and rests on the spring seat of the gear. It therefore per-
forms the same movement as the push rod. When the push rod
moves, the magnets travel past the Hall sensor, which is also
located in the housing cover, allowing actual adjustment travel to
be determined. Adjustment travel is output as an analog, linear
voltage signal.

46
Turbine housing and turbine wheel

To meet the requirements arising from the increased exhaust gas
temperature of approx. 980 °C and the positioning of the oxygen
sensor upstream of the turbine in the housing, the turbine housing
is made from a new cast steel material. To optimise ignition
sequence separation, the routing system has a twin-scroll configu-
ration up to just before the turbine.
Since the turbine housing has a very compact design, a standard
system of studs and nuts is used to connect the housing to the
cylinder head. The turbine wheel is configured as a mixed-flow
turbine (half-radial turbine).

Compressor housing and compressor wheel

The compressor housing has a strength-enhanced design in order The compressor wheel is milled from a single piece of material,
to withstand the high actuating forces produced by the charge which gives it a higher tolerance to high speeds and better acous-
pressure actuator V465. It is made from cast aluminium. In addi- tics.
tion to the compressor wheel, it integrates the pulsation silencer,
the turbocharger bypass valve N249, the inlet for the gases from
the crankcase breather and the tank vent.

Oxygen sensor G39

The oxygen sensor (upstream of the catalytic converter) is located
in the most favourable position where the exhaust gases from each
individual cylinder flow upstream of the turbine housing and the
temperatures are nevertheless not too high. The oxygen sensor
G39 is a broadband oxygen sensor of type LSU 4.2.
This allows the engine to reach its dew point much earlier and, as
a result, also allows the lambda control to be enabled sooner
(six seconds) after starting the engine, not to mention providing
good individual cylinder recognition.

Charge pressure actuator V465

Flange con-
necting to
cylinder head

Oxygen sensor
G39

Compressor wheel

Wastegate valve

Turbocharger divert air valve

N249

Turbine housing
Integrated
pulsation silencer

606_080
Turbine wheel

47
Fuel system

System overview

Fuel filter

To engine Ground
control unit

Battery Fuel pump control unit J538 Fuel predelivery pump G6

(positive)
Fuel metering valve N290

Low pressure fuel

pressure sender G410

Low pressure fuel rail

High pressure fuel pump

Injector 2, cylinders 1 – 4
N532 – N535

Fuel pressure
sensor G247

High pressure fuel rail

606_017
Injector, cylinders 1 – 4
N30 – N33

48
Mixture formation / dual injection system
The dual injection system was developed in response to mounting
criticism over the fact that direct injection petrol engines were
producing ten times the particulate emissions of current diesel
engines.
High pressure system
Low pressure system
Injector 2, cylinders 1 – 4
N532 – N535
Fuel metering valve N290
High pressure fuel pump
Injector, cylinders 1 – 4
N30 – N33
MPI injection system
The MPS system is supplied via a flushing connection on the high
pressure pump. During MPI operation, the high pressure pump is
automatically flushed with fuel and thus cooled.
To minimise pulsation, which is transmitted to the rail by the high
pressure pump, a restrictor is integrated into the flushing connec-
tion on the high pressure pump.
High pressure injection system
All parts in the high pressure tract have been adapted for system
pressures of up to 200 bar. The injectors have been sound insu-
lated from the cylinder head using steel spring discs. Likewise, the
high pressure rail has been separated from the intake manifold and
bolted onto the cylinder head. The position of the high pressure
injectors has been slightly retracted.
Reference
To find out more about the control concept of the high pressure injection system, refer to Self Study Programme 384
"Audi chain-driven 1.8l 4V TFSI engine".
The following goals were accomplished:
• Increase in system pressure from 150 bar to 200 bar
• Improved acoustics
• Compliance with the Euro 6 limits for particulate mass and
volume (significant reduction in soot emissions by a factor
of 10)
• Reduction of exhaust emissions, particularly CO2, compliance
with current and future exhaust emission standards
• Adaptation of an additional port injection system
• Improved fuel efficiency at partial throttle through use of
MPI injection system
Low pressure fuel rail
Low pressure fuel pressure
sender G410
Intake air temperature
sender G42 with
intake manifold pressure
sender G71
Throttle valve
606_012
High pressure fuel rail
The MPI system has its own pressure sensor - the low pressure fuel
pressure sender G410. Pressure is supplied on demand by the fuel
predelivery pump G6. The fuel predelivery pump G6 is activated by
the fuel pump control unit J538 via the engine control unit. The
MPI rail is made of plastic. The MPI valves (N532 – N535) are
integrated into the plastic intake manifold and optimally aligned
for fuel injection.
This improves homogenisation of the air-fuel mixture and reduces
the thermal stress on the valves.
To ensure a harmonised control concept for all engines in future,
the control concept has again been modified. The following rule of
thumb applies to the control concept: when the plug is discon-
nected from the fuel pressure control valve N276, pressure is no
longer built up within the high pressure tract.
49
Operating modes
The engine map is used as a basis for determining whether the The objective is to achieve a lambda value of 1 across the widest
engine is running in MPI mode or FSI mode. possible operating range. This is made possible by using the
To minimise soot emissions, oil thinning and knock tendency, the integral exhaust manifold.
injections are thermodynamically optimised in terms of number
and type (MPI or FSI). This affects mixture formation. Injection
timing and duration have to be adapted accordingly.

When the engine is cold (coolant temperature is less than A flushing function is used to prevent coking of the fuel in the high
approx. 45 °C and depending on the oil temperature), it always pressure injectors during lengthy periods of MPI operation.
runs on direct injection. Direct injection also utilised whenever the The FSI mode is briefly activated.
engine is started.

Injection type map

Indicated engine torque * [Nm]

Engine speed [rpm]

606_061
MPI single injection

FSI single injection

(homogeneous mode, direct injection during intake stroke)

FSI dual injection

(homogeneous stratified mode, one single direct injection
during intake stroke and one during compression stroke)

50
Engine start

A triple direct injection is performed during the compression

stroke.

Warm-up / catalytic converter heating

Dual direct injection is implemented during the intake and com-

pression strokes. At the same time, the ignition timing is adjusted
slightly towards "retard". The intake manifold flaps are closed.

606_089

Engine warm (>45 °C) at partial throttle

Engine control unit

The engine now switches to MPI mode. The intake manifold flaps
J623
are also closed at partial throttle, but not 1 : 1 in MPI mode
(depending on the parameters in the engine map).

Fuel efficiency advantage

When the engine is warm, optimal mixture homogenisation is

ensured by advance air-fuel mixing. There is therefore more time
available for air-fuel mixture formation, resulting in fast, effi-
ciency-optimised combustion. In addition, no power input is
needed to drive the high pressure pump.

Higher load

Dual injection is used here. One direct injection is performed

during the intake stroke and one during the compression stroke.

Limp-home function

If either of these systems fails, the other system takes over the
limp-home function. This ensures that the vehicle continues to be
driveable.

eMedia

Animation showing MPI and FSI opera-

tion.

51
Engine management system

System overview – 1.8l TFSI engine CJEB (Audi A5 ’12)

Sensors
Throttle valve control unit J338
Throttle valve drive angle senders 1+2 for electronic power
control G187, G188

Brake light switch F

Clutch position sensor G476

Clutch pedal switch F36
Clutch pedal switch for engine starting F194

Accelerator pedal position sensor G79

Accelerator pedal position sensor 2 G185

Knock sensor 1 G61

Low-pressure system fuel pressure sensor G410

Hall sender G40

Hall sender 3 G300

Coolant temperature sender G62

Coolant temperature sender at radiator outlet G83

Engine speed sender G28

Oil level/oil temperature sensor G266

Intake manifold flap potentiometer G336

Engine control unit

J623
Intake air temperature sensor G42
Intake manifold pressure sensor G71

Fuel pressure sensor G247

Charge pressure sensor G31

Gear recognition sensor G604

Brake servo pressure sensor G294

Oxygen sensor G39

Oxygen sensor after catalytic converter G130

Oil pressure switch F22

Oil pressure switch for reduced oil pressure F378
Oil pressure switch, stage 3 F447

Charge pressure actuator position sensor G581

Fuel gauge sender G

Fuel pressure sensor 2 G169

Auxiliary signals:
−− Cruise control system
−− Speed signal
−− Start request to engine control unit (keyless start 1 + 2)
−− Terminal 50
−− Crash signal from airbag control unit

52
 Actuators
Piston cooling jet control valve N522

Ignition coils 1 – 4 with output stage

N70, N127, N291, N292

Throttle valve drive (electronic power control) G186

Injectors 2, cylinders 1 – 4 N532 – N535

Injector, cylinders 1 – 4 N30 – N33

Gearbox coolant valve N488

Turbocharger divert air valve N249

Intake manifold flap valve N316

Coolant circulation pump V50

Intake camshaft timing adjustment valve -1- N205

Exhaust camshaft timing adjustment valve 1 N318

Fuel metering valve N290

Oil pressure control valve N428

Cam adjustment elements 1 – 8 F366 – F373

Activated charcoal canister solenoid valve 1 N80

Engine temperature control element N493

Oxygen sensor heater Z19

Lambda probe 1 heater, after catalytic converter Z29

Charge pressure actuator V465

Electro/hydraulic engine mounting solenoid valve, left N144

Electro/hydraulic engine mounting solenoid valve, right N145

Fuel pump control unit J538

Fuel predelivery pump G6

Radiator fan control unit J293

Radiator fan V7
Radiator fan 2 V177

Auxiliary signals:
−− Automatic gearbox control unit / engine speed
−− ABS control unit / clutch position
−− A/C compressor
−− Starter control unit
606_076

53
Differences between engine versions

Differences between 1.8 l and 2.0 l engines, as well as longitudinal and transverse mounting
Depending on engine displacement (1.8 l and 2.0 l) and longitudi- These differences will be explained on the following pages.
nal or transverse mounting, there are differences between the
engines with respect to performance class, components and
combustion method.

Summary of performance classes

Longitudinal mounting Transverse mounting

Performance class 1 Audi A4 ’12, Audi A5 ’12 Audi A3 ’13

1.8 l 1.8 l
125 kW, 320 Nm 132 kW, 280 Nm
Performance class 2 Audi Q5 ’13
2.0 l
165 kW, 350 Nm
Performance class 3 Audi A3 ’13
2.0 l
221 kW, 380 Nm

Summary of different parts

Longitudinal mounting Transverse mounting

Performance class 1

Performance class 2

Performance class 3

54
Differences between components in longitudinal and transverse mounted engines
The following components have been adapted: The top and bottom sections of the oil pan, the honeycomb insert
and the oil pump intake line have been modified so that the initial
• Oil pan top section oil charge is the same as before (5.4 l), and that the oil system
• Honeycomb insert meets all the essential functional criteria, e.g. oil pressure, oil
• Oil pump intake line sludging, longitudinal and lateral dynamics, uphill and downhill
• Oil pan driving.
• Exhaust turbocharger

Exhaust turbocharger 1.8l TFSI engine, transverse mounted

Oil pan top section

Honeycomb insert

Oil pan

Oil pump intake line

606_071

eMedia

Animation showing the differences

between the longitudinally and transver-
sely mounted engines using the 1.8l TFSI
engine as an example.

55
Differences between components in the engines with 1.8 l and 2.0 l displacement
Different parts:

• Engine block (main bearing diameter 52 mm)
• Crankshaft (stroke 92.8 mm, main bearing diameter 52 mm,
eight counterweights)
• Con-rod with adapted inside micrometer
• Main bearings (52 mm, two-component bearings are used
throughout the entire kit)
• Balancer shafts
• Exhaust camshaft (valve lift 10 mm, adapted valve timing)
• Exhaust valves (hollow, bimetallic)
• High pressure injectors (higher flow rate)
• Intake manifold with integral drumble flap
• Exhaust turbocharger

Exhaust camshaft 2.0l TFSI engine, transverse mounted

and valves

Intake manifold with

integral tumble flap

Exhaust turbocharger

FSI injectors

Balancer shafts

Crankshaft and
con-rod
Engine block

606_072

eMedia

Animation showing the differences

between 1.8 l and 2.0 l displacements
using the longitudinally mounted engine
as an example.

56
Deviating components of the Audi S3 ’13

The following parts have been adapted:

• Cylinder head (made from a different alloy compared to
other engines in this module because of higher thermal
stress)
• Exhaust valves (hollow, higher Ni content, nitrided)
• Exhaust valve seat rings (improved temperature stability and
wear resistance)
• Exhaust camshaft (adapted valve timings)
• Compression ratio 9.3 : 1
• Piston cooling jets (higher flow rate)
• High pressure injectors (even higher flow rate)
• Exhaust turbocharger
• Charge pressures of up of 1.2 bar
• High performance main radiator with 1 – 2 auxiliary radiators
(depending on country spec)
• Additional acoustic modifications have been made in order
to achieve a sporty sound - use of a sound actuator (for the
occupant cell) and active exhaust flaps in the exhaust system

eMedia

Animation showing the Audi S3 ’13.

2.0l TFSI engine in Audi S3 ’13

Cylinder head
Exhaust camshaft, valves
and valve seat rings

FSI injectors

Pistons

Exhaust turbocharger

Piston cooling jets

606_073

eMedia

Animation showing the deviating compo-

nents of the Audi S3 ’13 engine.

57
Differences between the exhaust turbochargers
Even larger compressor and turbine wheels and specially adapted
housing components are used for the Audi S3 ’13. Higher-quality
materials are used for the turbine housing and the turbine wheel
so they are able to handle the high exhaust gas mass flow rates in
the S3 ’13.
A special feature of the Audi S3 ’13 turbocharger is the use of
"abradeable seal" technology (ICSI GmbH) in the compressor.
A self-adaptive plastic insert provides a much smaller gap between
the compressor wheel and housing. This increases the efficiency of
the compressor unit by up to 2 %.

A B C D E F

606_074

1.8 l MLB B 1 F 1

C 1 D 1 E 1

1.8 l MQB B 2 F 2

2.0 l MLB B 3 C 2 E 2 F 3

D 2

2.0 l S3 ’13 B 4 C 3 E 3 F 4

G
606_078

Key:

A Electrical diverter valve E Turbine wheel

B Compressor housing F Turbine housing

C Compressor wheel G Wastegate system

D Bearing

58
Differences between combustion methods
1.8 l 2.0 l 2.0 l S3 ’13

High pressure injector flow rate 15 cm /s3

17.5 cm /s3
20 cm3/s

MPI injector Common part Common part Common part

Intake ports Tumble duct Tumble duct Tumble duct

Flap system Tumble Drumble Drumble

Compression ratio 9.6 : 1 9.6 : 1 9.3 : 1

Intake camshaft adjuster yes yes yes

Exhaust camshaft adjuster yes yes yes

Exhaust - Audi valvelift system (AVS) yes yes yes

Integral exhaust manifold yes yes yes

Drumble flap

Depending on displacement (1.8 l v. 2.0 l), differing degrees of
charge motion occur when the intake flap is closed. To achieve the
same results, it would be necessary to use different intake mani-
folds for the different displacements. To get round this problem,
different swirl flaps are used.
The 2.0l l TFSI engines are therefore fitted with drumble flaps.
In this design, the tumble duct is closed asymmetrically to induce
a combined swirling and tumbling flow motion in the air/fuel
charge.

606_075

Tumble flap in Drumble flap in

1.8l TFSI engines 2.0l TFSI engines

59
Annex

Service
Special tools and workshop equipment

T10133/16 A Removal tool T10133/18 Sleeve

606_048 606_049

For removing the high pressure injectors For removing the high pressure injectors
Special tool T10133/16 A replaces the previous removal tool (Equipment group: A1)
(T10133/16).
(Equipment group: A1)

T40243 Lever T40267 Locking tool

606_050 606_051

For inserting the crankshaft tensioner For locking the clamping element
(Equipment group: A1) (Equipment group: A1)

T40274 Puller hook T40270 Socket insert XZN 12

606_052

606_054

For removing the crankshaft seal For removing and installing the engine/gearbox mounting
(Equipment group: A1) (Equipment group: A1)

60
T40271 Camshaft clamp T40290 Setting gauge

606_053 606_081

For locking the drive chain sprockets For locking the wastegate during adjustment work on the charge pressure
(Equipment group: A1) actuator of the exhaust turbocharger
(Equipment group: A1)

Maintenance operations, as exemplified by the 1.8l TFSI engine in the Audi A5 ’12
(engine code CJEB)

Oil change interval with max. 30,000 km / 2 years according to Service Interval Display
LongLife Service Engine oil specification: VW 504 00

Oil change interval without 15,000 km or 1 year (whichever occurs first)

LongLife Service Engine oil specification: VW 504 00 or 502 00

Oil filter replacement After every oil change

Engine oil change quantity 4.7 litres (including filter)

Engine oil extraction / drainage Both are possible

Scale values for the electronic oil Default value for the setting ring (upper scale value): 32
gauge tester Default for Oil Min to Oil Max range (lower scale value): 0 – 27
(if no dip stick is fitted)

Air filter replacement 90,000 km / 6 years

Spark plugs 90,000 km / 6 years

Fuel filter Lifetime

Timing drive chain Lifetime

Timing gear chain tensioning system Lifetime

Poly-V belt Lifetime

Poly-V belt tensioning system: Lifetime

Coolant pump toothed belt Lifetime

Note
The specifications in the current service literature always apply.

61
Glossary
DLC
DLC stands for Diamond like Carbon, an amorphous carbon. These
strata exhibit very high hardness and are noted for having very low
dry coefficients of friction. They can be identified by their glossy,
black-gray surface.
Downspeeding
The term downspeeding is used to describe the reduction in engine
speed achieved by altering the overall gearbox transmission ratio.
Use of a drive ratio optimised for fuel efficiency makes it possible
to achieve reductions in fuel consumption similar to those achiev-
able by reducing engine displacement. The higher power output
and average pressure level of turbocharged engines allows the
operating point to be shifted towards lower engine speeds and
higher engine loads. This means that the engine can be operated in
an engine-map range that is more favourable in terms of fuel
economy. Downspeeding concepts generally go hand in hand with
downsizing concepts - a combination particularly well suited to
turbocharged direct injection petrol engines.
Inconel
Inconel is a brand name of Special Metals Corporation for a series
of non-corrosive nickel based alloys. They are principally used for
high temperature applications.
Indicated engine torque
The term indicated torque refers to the torque that a loss-free
internal combustion engine would be able to deliver.
62
Mixed Flow Turbine (half-radial turbine)
A Mixed Flow Turbine is a compromise between a radial turbine and
an axial turbine. Exhaust gases flow radially through the radial
turbine wheel (leading edge is parallel to axis of rotation). Conse-
quently, this turbine wheel is suitable for handling low flow rates,
such as those typical of passenger cars. On the other hand, exhaust
gases flow axially through the axial turbine wheel (the inlet edge is
at an angle of 90° relative to the axis of rotation). Consequently,
this turbine wheel is suitable for handling low flow rates, such as
those typical of large displacement engines.
Mixed Flow Turbines have a diagonal leading edge. Because these
turbines have an additional axial impeller, which is ideal for high
flow rates, a smaller impeller can also be used. The advantage of
better response in the radial turbine is combined with the higher
efficiency of the axial impeller in the upper rpm range.
Mono-scroll
Mono-scroll turbines have only one intake screw, which directs the
exhaust gases to the impeller. In contrast to twin-scroll turbines,
they are more simple in terms of their design, and are lighter and
less expensive.
Twin-scroll turbines have two screws arranged in parallel. They
direct the collected exhaust gases from the cylinders separately to
the turbine impellers. This functional principle is more advanta-
geous because the gas pulses are completely separate, and there-
fore do not cause interference.
PCV
This abbreviation stands for positive crankcase ventilation.
In this system, the blow-by gases are mixed with fresh air in the
crank chamber. Fuel and water vapors in the blow-by gases are
absorbed by the fresh air and then discharged through the crank-
case ventilation system.
SENT
The SENT (Single Edge Nibble Transmission) data protocol can, in
conjunction with the appropriate sensors, be used for digital data
transfer as a replacement for analog interfaces.
Self Study Programmes
To find out more about the technology of the EA888 engine family, refer to the following Self Study Programmes.

606_088 606_084 606_085

SSP 255 The 2.0 l R4 and 3.0 l V6 engines, order number: 040.2810.74.20

SSP 384 Audi chain-driven 1.8l 4V TFSI engine, order number: A06.5S00.29.20

SSP 411 Audi 2.8l and 3.2l FSI FSI engine with Audi valvelift system, order number: A07.5S00.42.20

606_086 606_087

SSP 436 Modifications to the chain-driven 4-cylinder TFSI engine, order number: A08.5S00.52.20

SSP 616 Audi 1.2l and 1.4l TFSI engines of the EA211 model series, order number: A12.5S01.00.20

Information on QR codes
To better illustrate the content, this SSP has been upgraded with
electronic media (animations, videos and mini WBTS). References
to the emedia are concealed on the pages behind the QR codes
(two-dimensional pixel squares). These codes can be scanned with
a tablet or smartphone and translated into a web address.
An Internet connection is required for this purpose.
Please download a suitable QR scanner from the Apple® or
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Other players may be required for several media.
You can click on the emedia in the SSP PDF on PCs and notebooks
and, thus, you can also access these media online (after GTO login).
All emedia are administered in the Group Training Online (GTO)
learning platform. To access emedia in GTO, you require a user
account and you have to log in after scanning in the QR code and
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63
Audi Vorsprung durch Technik Self Study Programme 606

606
For internal use only

Audi 1.8l and 2.0l TFSI engines

of the EA888 model family
(third generation)

All rights reserved.

Technical specifications
are subject to change.

Copyright
AUDI AG
I/VK-35
service.training@audi.de

AUDI AG
D-85045 Ingolstadt
Technical status 11/12

Printed in Germany Audi

A12.5S00.90.20
Service Training